Motor-vehicle.



C. E. DURYEA.

MOTOR VHIGLB. l APPLIOATIONHLED SEPT. 17, 1908.

Patented Aug."6, 1912.

2 SHEETS-SHEET 1.

attorney G. E. DURYBA.

MOTOR VEHICLE. APPLICATION FILED SEPT.17,1908.

Patented Aug. 6, 1912.

2 SHEETS-SHEET 2.

witnesses STATES rarnnr OFFICE.

cnnmpns nznnnnn, or unanime, rnNnsYnvaNiA.

Patented Aug. e, 1912.

serial-TNO. 453,5oi.

1 Be itknown that1I, CHARLEsrE. Dumme,

a citizen of the --United 4StatesT of America, and'- resident of the city vof Reading, inthe county of 'Berks'and Statej'of Pennsylvania, have vinvented certain" new and useful Imfollowing is a' specification;

My invention relates to ithe class of motor the shaft of the 'motor parvehicles'havi ILicle axles and more particuallel to the ve -larly to means for-transmittingthe power of the motor to the drivin wheels.

The objects of the invention are to pro-1 vide a simple and` cheap mechanism, one that may be easily operatedv and cared 'for and one adapted to'the use of parts com-` monly used in horse Y vehicle construction* with other obiects as will appeal` inthe following specification. l

I accomplish the objects desired by the mechanism shown in the accompanying drawings in which- Figure 1 is a plan of artof the most common form of vehicle c assis; `Fig."2 isl an elevation of the same art .of the'chassisy Fig. Bis an elevation of t e forward art-ofl the chassis which is broken away'in igs. 1

and 2 to secure greater size of drawing of'- the various parts; Fig. 4 is an elevation of a vertical -cross. section through the motor shaft; Fig. 5 is an enlarged plan of some of the-parts at the front of the plan Fig. '12; Fig. 6 is a detailof a starting device usable from ltheseat of the vehicle; Fig. 7` isa .de-

tail lan'showingthe relation qft-he steering ever tothe post; Fig. 8 is adetail of the ring support; Fig. 9 is an elevation offa-n alternative method of securing the necessary relations between themotor shaft and vehicle axle; Eig. l0 is two details of the means for. shifting the drivingl rollers and 11 shows two other details ofthe drivrollers and driven ring.

imilarletters referto similar parts. My deviceconsists briefly in a chassis or frame-ef a vehicle, amechanism capable of .developingV powe thereon, means for varying the relationti'oi-'the' chassis ande-power? plant to each other'aii'd suitable. driving rollers and rings, .sometimes called friction gears; together with the necessary miner provements in MotorlVchicles, of'which the.

"`l\ ..A mechanism for securing the harmonious op- :cration of the parts. While any type of motor is applicable I have shown and prefer the internal combustion motor commonly 'known as the 2-cycle type, having two workin fly-Wheel between them.

ness I have not shownethecarbureter'no1' the sparking Aapparatus lsince these are well known and not -essential to an understanding ofmy dev icel -Likewise some other parts have been omittediwholly or have been but outlined., I fit the motors L a andthe provide the outer ends. of the motor shafts (see a' Fig. 4) with suitable means for'tele# scoping extensions 'c of the motor shaft. As `shown these devices may consist of deep borings'- inthe shaftends imwhich feathersare fitted, on which may telescope the grooved inner end of the extension 0.-' 4On the outer -end of the extension c is `fastened a large roller d, anda small-rollend. (See Figs. 1, 2, 4, and 11.) :F-hisouter-end of the extension runs vina roller bearing in the cap e of 'a truss formed bya tube e', three truss rods e2, brackets e?. from the engine case and bridges 524 connecting the two cases. By this ,trussed arrangement of the main parts` of the power plant, the engine shafts and their extensions are amply able toA resist any tendency towarddeectionfrom a straight line due to road shocks or to the necessary 'pull'to insure the proper'contact for driving the vehicle wheels' f f as will behereafter' described. From theengine cases thereextends forward a subframe g to a controlling cylinders with. Y or .greater clearjee 'fly-wheel" a3 together' by means of the tai" .pered shaft ends shownata2 in Fig. 4 and I leverh near-the front of the chassis. Surrounding the truss tube c are the lower eyes of the'links e516" Fig. 4A which at their upper leyes surroundthe pivot tube i and form means for supporting the'weight of the power plant largelywhile leaving same free to be f swung fore and aft. The pivot tubes'z' 'i are clamped to theeside bars of the chassis by caps and clips in 'a selfevident manner and formFtwo points of support for the power forward-'end on the shifting lever 7L which Aiscarried'- on the chassisfby the crossbarg.;

ioo plant A{whilethe subframe g completes a tri` angillarstructure and issupported at its form is `least affected by the inequalities-of theroad, but it allowsthe operator to throw -theginotor shaft rollers into engagement-with the large rings 7c on the'driving wheels f or back into engagement with the smaller reverse rings c,' orinto neutral position. A

pawll and ratchet 71,v vare used to hold the` forward driving contact but because the reverse is but a temporary affair it is customarily held in contact by the operator although a second pawl and ratchet operative in a reverse direction or some similar means can easily be supplied. The pawls ofcourse are provided with the usual means forreleasing them which'I have'not shown.

In Fig. l the driving rollers (l d are 4shown in the slow speed forward position with d in position to Contact withlarge 4ring 7c and againstthe inner surfaces thereof. In .this position thepedals Z Z are in the position shown in Fig. 5, that is to say forw'ard at the top. These pedals are fixed to the pivot so that the movement of one moves the pivot and the other pedal with its rod and thus'the operator may, by pushing on iither pedal, contract both extension shafts at the same movement and by swinging the plant forward he may engage the smaller rollers with the inner surfaces of the larger rings and thus get slow. speed forward; while by releasing the pawl and bringing the plant back to neutral position the spring Z will extend the rollers and the extension shaftsinto the normal or high speed position with' the large roller in line with the large ring and thesmall roller in line with the smallring. In this posit-ion the direction of the vehicle can be changed from high speed forward to reverse by simply swinging lthe power plant from front to rear.

'It is self-evident that the powerplant could be as readily fixed on the chassisand the rear aXleshift-ed fore and aft to get the engagement with the driving devices and this' arrangement is indicated in Fig. 9 Where .c indicates the motor shaft extension and e5 the link which permits the axle to swing.

The pivot z' Fig. 4 is' hollow and in it is' mounted the brake crank a with its grooved shoe 2'? and a suitable spring for'retracting the shoe. From the end of the lever is a in a self-evident manner. It will be seen in Fig. 2 that the brake shoe i2 bears against the grooved surface of the ring k and this not only makes a very effective brake but Ait performs an efficient service in that using the brake causes the shoe i2 to smooth the driving surfaces of the ring lc and thus,l

keeps itin good order for the Vrollers d or d to run against and particularly reduces the noise that would result 'from metal rollers running againstV an uneven or roughened surface.

' The drivlng rollers are' telescoped or shifted laterallyV by providing the extension shafts o witlrtwo collars each Q between Awhich collarsiis a ring c2 with oppositely projecting studs which are long` enough to project through the slots in the sides of the truss tube and engage internal helical grooves in a casting c3 around the truss tube. Turning the casting or nut c3 forces the studs of the ring c2 along theslots in the truss tube and carries the extension shaft with it. The casting c3 has a lever at one side for turning purposes and to this lever a rod c4 is attached at its rear end while the forward end is attached to the lower end of the pedal Z.

lVhile the rollers Z and lf are capable of being made in several ways and giving good satisfaction, I prefer to make cl of separate disks with washers or spacers b'etween. This roller does most ofthe work and by this construct-ion'any soft disk can be replaced with a better one or all of them may be replaced when worn or irregular. (See Fig. l1.) Likewise the ring 7c is'preferably made with the wearingportions set into. grooves provided for them. As will be readily understood upon reference to Fig. 11, these rings 7c are made removable for the purpose of repair or replacement by new ones. They may be held in said grooves in any suitable manner. 'See section 7c Fig. 1l. The smaller roller d is used 'much less in usual driving being used for reversing, starting and occasional emergencies wherethe driving eort is more than usu'al so the wear on it is not great. I therefore prefer to make it of one.

a 'nut '0? on the end of the shaft so they can be held tightly or easily removed. In this nut o I provide notches d2 for a start-ing crank so the moto'r lmay be'turned by hand when desired. I- have provided, '.however, a starting device which can be used -from the seat or otherpreferred position.

This I show in detail in Fig. 6. The iiywheel a3 hasnotches in its rim forthe pawl m to engager A steel strap .fm/ is attached to the pawl. 'm and curves around the fly-wheel being held out of contat by'its own shape. i

To'itsend a cord m2 is attached and this passes through the pulley m3 fixed in the floor of the vehicle in a suitable place to permit theoperator to grasp the handle mt on the end of the cord and turnthely-wheel by pulling thereon. This device 1s largely necessary because of the fact that the shafts 0 are extensible 'and shiftable fore and aft and because the spokes of the wheel f are' voriginal position by the retractile effort of the spring n2.

In order to render the mounting and shifting more easy I have used a straight exhaust pipe o and have mounted a'short muiiier on -each end thereof so that these parts move with the power pla-nt but have the fewest joints `and parts to be supported. l It will also be' noticed that I have supported the Vwhole ower plant under the top of the side bars. orming the reaches 'of tle chassis which leaves 'the space above the chassis.

absolutely free for the body except the controlling levers to therear of the forward' axle but they can be placed to the extreme front end ofthe vehicle and the connection lengthened to suit. This latter arrangeiiient-- is particularly desirable in delivery wagons wherespace for' the goods is all important.

In FigsQl and 7 I show my preferred-ar? rangement of the steering lever mounted on a vertical post with 7 .the vehicle but with the lever not at` right 'angles tothe- (pivot.- This throws the handle 1' of the lever farther forward the pivot lengthwise of and outer en and permits the driver to get into his seat more easily, a matter of import-ance .in busiforce the ness use vwhere the operator is in and out frequently. Thisle'ver is reversible as shown in dotted lines in Fig. 1. The throttle is actuated by twisting the -handle and has the actuating rods vinside the' handle lever and steering post as shown in Fig.- 7, the lever being set Aon a differentcenter line-t0 lengthen the length of the throttle rod crank p. Y

The steering post r maybe supported by the bracket 7" and move withthechassis or it may be supported on the seat of the body;

and slide in the brackets so that the spring motion of the body does notchange the relative heights of the body and lever. The shifting lever le, and the pedal levers are carried by the chassis for they are not in constant use as is the steering and throttle.

On the steering post 1' in Fig. 5 is fixed an eccentric s which in turn lits in a block t.

This block t ts between the parallel portions of the forward ends of the subframe g and the subframe g. may slide freely lengthwise as the power plant is shifted. The post r and eccentrics s may slide freely up and down under the spring movement of the body,7 if the post 1' is carried on the body instead of on the chassis. But it is apparent that if the postis turned it will carry the major part of the eccentric to one -side and block and front end of the submakes it easily ThisV Will result frame g to the same side,

that side being in the driving rollero forced slightly away fron'mts ring k while the opposite roller will be correspondingly tightened. This acts to permit the outer wheel to drive with great positiveness in rounding a corner while the inner roller is practically free to slip and not drive, a most perfect form of balance gear. v

That the rings lc and L" may be true in a plane vertical and parallel to the length of the vehicle and not thrown out of true by warping or strainin of the wheels after' a period of use I provide an adjustable bench or bracket shown in Fig. 8. @ne end of this is clipped to the spoke while the other end has two nuts between. which the web of the ring is clamped. AThese nuts permit quickly truing the ring if the wheel4 springsor warps so as to, throw it out of true. In actual construction there is preferably some looseness inthe 'parts c 02 and c? so that the vibrations 'o f the wheels while running dormstrain .or bind the mechanism. The

l -limit"orf thislooseness is the distance between the grooves or a little less so that in shiftintli'e'beveled edges of the rller will enter -t e" proper groove after which the grooves will bring theparts -into proper relation. Diagonal struts u; are provided so that the chassis willr'emain square and true and thus maintain the axles in position to.

insure equal contact of the drivmg rollers ontherinsk.

The posltionjof the bracket j is adjust .abie-on the rod j so as to properly Iplace the forward end ofthe subframe g. he operating rods or wires i* and e" are adjustable to allow for wear or tocadse the parts-on opposite sides to. act with equal force and motion. f -Th placing of the engine cylinders on each ide of the iiy-wheel makes a symmetric design,- carries rates the cylinders so they may be air cooled as easilyas if single pr practically so since the distance is too great for heat radiated from one to materially, affect the other.

I have shown the vdriving rollers d d as havingtheir ferred I may .shift the rollers on the outer ends of the shafts with ofcourse suitable shifting mechanism.

The fact that the the weight equally and sepapower plant is of unit dei sign and supported under the vehicle frame .l

detachable for repairs or for replacement by a duplicate plant, Aa matter of importance in business vehicleswhichk need not be unloaded to make this change. lVhat I claim is 1. In a motor vehicle, -a unit power plant embodying'a sectional motor shaft with extensible ends, and a driving element lixed on said shaft.

2. In a motor v ehiele, a unit power plant embodying a sectional motor shaft, a driving element lixed near each end thereof, and

l multiple forward driving members fixed upon the shafts of said plant, and coperating members movable with the vehicle wheels, said motor shaft being in sections with the end members extensible.

, 5. In a motor vehicle, a shiftable power plant supported entirely beneath the to of the side bars of the frame, the motor s aft being in sections with the end members extensible, multiple forward driving members ixed to the end members of said shaft, driven members attached to the wheels of the vehicle, and means for shifting the entire power plantto cause the driving and driven members to engage. 6. In a. motor vehicle, a shiftable powe'r plant supported entirely beneath the top of the side bars of the frame and provided with multiple forward driving members, the

vpower shaft being in sections with the end members endwise extensible and to which said driving members are fixedly attached, driven members on the wheels of the vehicle, and means for varyir the distance between the shaft and axle centers to cause the driven and driving members to engage.

T. In a motor vehicle, a motor having a crank shaftwith telescopic extensible ends, various size driving members fixed on the said ends, driven members on the-propelling wheels of the vehicle, means for contracting or extending the extensible shaft ends, and

means for varying the distance b etween the shaft and vehicle axle to vary driving pressure.

8. In a motor vehicle, a shiftable power plant provided with multiple forward driving members, the power shaft being in secl tions with the end members endwise exten sible and to which said driving members are ixedly attached, driven members o n the wheels of the vehicle, and means for varying thedistance between the shaft and axle cen-A ters to cause the drivenand driving members to engage.

9. In a motor vehicle, a unit power plant supported entirely beneath the tops of the side bars and frame and embodying an endwise extensible motor shaft, driving members on the driving shaft, driven members,

means for causing .the driving members to engage the driven members on the .wheels of the vehicle, and means on the steering post for causingA motion of the steering post in steering to vary the amount of the respective engagements of the driving and driven members on opposite sides of the vehicle.

10. In a motor vehicle, a detachable power plant embodying a motor, a motor shaft in sections with the end members thereof endwise extensible, driving members fixed on the extensible ends of said shaft, and means for causing the driving members to engage any driven'member -onv the wheels of the vehicle and to vary driving pressure.

11. In amotor vehicle, a detachable power plant embodying a motor, a motor shaft in sections with the end members thereof endwise extensible, driving members fixed on the extensible ends of said shaft, means for causing the driving members to engage any.

Amovement of the plant as an entirety.

12. In a motor vehicle, the chassis, the power shaft, a power plant with driving rollers fixed on the ends of the power shaft and driving rings on the propelling wheels for coperation with the driving rollers, said rings being provided wit-h wearing portions removable for purposes of repair and replacement.

13; In. a motor vehicle, the chassis, the power sha ft in sections having the end members endwise extensible, a power plant, driving rollers fixed to the end members of said shaft, driving rings on the propeller wheels for coperation with said rollers, means for engaging a pair of rollers with a pair of rings, and means for laterally adjusting both rings and rollers to the end that they may properly aline with each other.

14. In a motor vehicle, a power lant having a shaft in sections withthe en members extensible, driving members fixed to said extensible ends, coperating driven members on the propelling wheels of the vehicle, and a shifting lever for causing the engagement or disengagement of said driving and driven members, said shifting lever being provided wit-h means for holding it in engaged position or in neutral position.

15. In a motor vehicle, a unit power plant, a steering post and connections' with said steering post for varying the contact pressure between the driven and driving members of said plant by movement of said post dur-ing the act of steering.

16. In a motor vehicle, a power plant mounted to oscillate laterally, steering mechanism, and means for oscillating said power plant by the operation of the steering mechanism.

17. In a'motor vehicle, a frame, a movably mounted power plint', diagonal struts eX- frame and positively fixing or locating the 10 tendinfr substantially across from end to end forward point of the power plant. of the Iiame and positively fixing or locat- Signed by me at Reading Penna. this 15th ing the forward point of the powerl plant. day of Sept. 1908.

18. ln a motor vehicle', a frame, a unit CHARLES E. DURYEA. powei plant` a three-point swinging suspension therefor, anddiagonal strnts for lVit-nessesr` bracing said frame, said struts extending RHEA E. DURYEA,

,substantially across from end to end of the D. M. STEWART.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents Washington, I). C. 

